Railway-traffic-controlling apparatus



Jan'; 12 1926.

- 1,569,388 F. H. NICHOLSON.

RAILWA Y TRAFFIC -CONTROLLING APPARATUS Filed April 10, 1923 3 Sheets-Sheet 1 INVENTOR i M ATTORNEY Jan. 12 192s. 1,569,388

. F. H. NICHOLSON RAILWAY TKAFFIC CONTROLLING APPARATUS Filed April 10, 1923 3 Sheets-Shut 2 INVENTOR.

TTORNEY H. NICHOLSON hAILWAf! TRAFFIC cournox uue APPARATUS Filed April 10, 1923 3 Sheets-Sheet 3 mVENToR: U. A

Q X! 74: 4-6 AT ORNEY Patented Jan. 12, 1926.

UNITED STAT-FESVPATENT' FRANK NIcno soN, or Ewrsrow rENNs'YLVAN I A'. AssIeNoR' "ro 'rnn nNIoN -\SWITCH a sIGNAL COMPANY, OF SWISSVALE, PENN$YLVANI.A,- A CORPORATION or PENNSYLVANIA.

RAITQXVAY-TRAFFIC-CONTROLLING ArPAnAT'Us.

Application filed April 10, 1923. S rial Ito/631,119.

To all whom may concern Be it known that I, F RANK H. NICHOLSON, a citizenrof the United States, residing at Lewistown, in the county of Mifilin and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traffic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway traflic controlling apparatus, and particularly to apparatus of the type comprising train-carried governing means controlled by energy received from the trackway. More particularly my invention relatesto the trackway portion of such apparatus.

I will describe several forms and arrangements of railway traffic controlling apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a view showing diagrammatically one form of trackway apparatus embodying my invention. Fig. 2 is a view showing a mocification of the apparatus shown in Fig. 1 and also embodying my invention. Figs. 8 and 4 are views showing still other modifications of the apparatus shown in Fig. 1 and also embodying my invention.

Similar reference characters refer to similar parts in each of the several views. Referring first to Fig. 1; the reference character 1 designates the track rails of a railroad over which traffic normally moves CPI in the direction indicated by thearrow.

means not essential to my present invention and oinitted from the drawing for the sake of simplicity. It is sufficient tosaythat this means includes the traclt'rel'a'y of the corresponding hlolt and that when this block is occupied the signal displays a stop indicat on. when the corre v A w block is unoceupied and the "bloc nadvance is occupied the signal displays a caution indication, and when the corresponding block and the block next in advance are both unoccupied the signal displays a proceedindication. Signal S is: provided with circuit controllers E F G and K and with a pole changer P Referring particularly to block BC, this block is divided by means of insulated joints 2 into two track sections? BN and N''C. Means are provided for each section" for supplying to the rails of the section'in series a current which I will term track circuit" current. The track circuit for section NC is reversible and is controlled by signal circuit controllers E F G and The immediate source of tra'clt circuit current for this section is the secondary 30f track trailsformer T whose primary, 4 is' supplied with alternating current over line wires 5 from a suitable source of energy such as a generator 6 over a front contact of relay M whose function will be described hereinafter. The

track circuit for section NC also includes and 29, signal circuit controllers Gr and K and wires 31 and 30, across the rails adj acent the entrance end of the section NC. When signal S is at stop the secondary winding 3 of transformer T isconnected by means of wires 34 and 35 and 33 and 32,'signal circuit controllers G and K? and wires 31 and 30 across the rails adjacent the entrance-end of section N -c, and relay R is connected, by means of wires 23 and 25 and'29 and 28,

signal circuit controllers E and F aiid" Wires 26 and 27, across the rails adjacent the exit end of the section N-C.

The track circuit between B- and N is not reversible, but the primary winding 20 of its track transformer 0' is supplied with alternating current from line wires 5 over a front contact 2122 of track relay L secondary winding 19 of transformer 0 is constantly connected across the rails adj ent the exit ead f s ction 13';N,

The

r to secondary 12 of transformer U.

The track 1 is adapted for electric propulsion, and is provided with impedance bonds 10 whereby propulsion current may be conducted past the insulated joints 2. This impedance bond is shown only at point N, though it is understood that similar bonds are placed at each set of insulated joints.

Means are also provided for each block for supplying to the rails in parallel of the block a current which I will hereinafter term a local current. For this purpose each block is provided with an impedance '7 connected across the rails adjacent the entrance end of the block, and a similar impedance 9 connected across the rails of the block adjacent its exit end. Each block is provided with a source of local current which comprises, as here shown, the secondary 12 of a local transformer designated by the reference character U with an exponent cor-- responding to the location.

Referring now particularly to block B-C, this block is provided with a local circuit which passes from secondary 12 of local transformer U through wire 70, winding of relay M, wire 71 impedance 7 in section B-C, through both rails of section B-N in parallel to point N, impedance bond 10, thence through the rails in parallel of sec tion N-C to impedance 9 and wire 17 back The primary 13 of transformer U is connected with line wires through a pole changer P, operated by signal S, and the arrangement such that local current of normal relative polarity is supplied to the rails of block B@ when signal S is atproceed or caution, and local current of reverse relative polarity is supplied to the rails of block B-C when this signal is at stop.

The traclnvay apparatus here shown is intended for co-operation with train-carried governing apparatus which operates in the following manner: lVhen the train is on a portion of track which is supplied with track circuit current and also with local current of normal relative polarity, the governing apparatus allows the train to travel at high speed, such as miles per hour. lVhen the train is on a portion of track which is supplied with track circuit current and also with local current, one of which currents is of reverse relative polarity, the governing apparatus prevents the train from proceeding at more than an intermediate speed as miles per hour. But when the train enters a portion of track to which the supply of either track circuit current or local current is discontinuech the governing apparatus prevents the train from proceeding at more than a low speed such as 10 miles per hour.

Referring again to the drawing, it is clear that if ial S at proceed or caution, the block B C is supplied with local current of versed and the governing apparatus limits the train speed to 35 miles per hour from B to N. However, as soon as the train passes point N it also loses current from transformer T which is now connected at N. This results in an interruption of track circuit current and the governing apparatus reduces the speed of the train to 10 miles per' hour. The relay L is also tie-energized by a train in section NC and this in turn decncrgizes the track transformer O and so a lfords protection against a following train.

Under some conditions of operation, it is ossible for a foreign local current to be present in the track rails of the blocl: BC. if, however the normal local current is also present, this foreign local current will either add to or subtract from the normal local current. If signal S is at stop and the foreign local current is in the same direction as the normal local current, a dangerous condition can not result, since both local currents are in such a direction as to give a stop indication to the governing apparatus. Thus the train will be given an interinedi. speed indicaton from B to N and a slow speed indication from NC. If the polarity of the foreign local current is such as to oppose the normal local current the result will he a decrease in the effective local current and probably a slow speed restriction will be placed upon the train by the governing apparatus between B and N well as between N and C. This, however, is a failure on the safe side. If the signal S is at proceed or caution it does not make any difference whether the high speed indication is given to the governing apparatus by the normal or a foreign local current.

It should also be pointed out that if for any reason the supply of normal local current is discontinued, the relay M is de-energized, thus deenergizing the track transformer T which in turn de-energizes the relay L This de-energization interrupts the supply of alternating current from the transformer O Hence any failure in the supply of local current results in the de-energization of both track circuits and affords complete protection against the false clear indication to the governing apparatus carried on the trains.

The apparatus shown in Fig. 2 is similar to that shown in Fig. 1 with the exception that I have here substituted for relay M a second winding 36 on traclc relay L. For this relay to close its front contact it is lot) whe'n relay is energized.

, line wires 5.

necessary for both its windings ;to be energized. In the eventof failure of the supply of normal local current the relay L is tie-energized and track circuit current will changer P The section BN is provided with a relay R and a source of track circuit current which comprises, as shown in the drawing, the secondary winding 19 of transformer which isconstantly connected across the rails adjacent the exit end of the section BN. Interposed between one rail of the sect-ion and the secondary 19 of transformer is an impedance 37, one function .of which is .to limit the output of the transformer when its terminals are short-circuited by the wheels and axles of a train occupying the associated section. Each end .of the section NC is provided with a reversible track- ;transformer Z having one of its windings 38Iconnected acrossthe rails at the corresponding end ofthis section. When the block to the right of C is unoccu-. pied and relay Y is energized, a circuit is provided for asection of the primary of transformer Z as follows: from the upper line wire through wire 42, front contact 4H3 ofrelay Y wire 51, impedance 4L1, winding section 39 of transformer Z and wire 52, back to the lower line wire 5. The current through this winding section induces a voltage in the secondary'38 which causes a'currentto flow through the track circuit and the winding 38 of transformer Z The two winding sections and 39 of transformer Z are provided with a circuit which passes from the right handterminal of section 39 of transformer Z through wire 54, wire 50, a portion of the lower line wire 5, wire 62, relay Q, wire 61, front contact 64- of relay WV, wire 63, to windingsection 40 of transformer Z This circuit is closed only Relay W is provided with a circuit which passes from the upper line wire 5, through wire 42, front contact- 4748 of relay Y wire 49, relay V. and wire 50 back to the lower line wire 5.

7 Then relay Y is (lo-energized, relay W is also tie-energized, and sections 39 and 40 of transformer Z are disconnected from the The circuit for relay Qnow passes from the right hand terminal of windingsection 39 of transformer Z through wire 52, a portion of the lower of the line wires 5, wire 62, relay Q, wires 61 and .60, front contact ofrelay M, wire 66, back contact 46-45 on relay Y to wind ing section 40 ,of transformer Z It is clear, therefore, tha r ay W pel" cal with that shown in-Fig. 3.

ates as a repeater for relay ,Yflwhilerela-y Q. serves to discontinue the supply of track circuit current to the section BN whenever the section NC is occupied by a train. The operation of the apparatus is as follows: Va -hen relay Y is energized, relay W is also energized and track circuit current is supplied to section NC from transformer Z whose 'Wl'HClHlg 39 operates as a primary and whose winding 38 operates as a secondary. The currentso supplied passes through winding 38 of transformer Z which operates as a primary. The voltage induced in the winding sections 39 and 40, which, in combination, act as a secondary winding,'is applied to the relay Q, which is therefore energized, closing its front contact and thus closing the circuit to the primary 20'of the transformer 0 Under these conditions a train can pass through the block 13-0 at high speed. When relay Y is de-energized, signal S goes to stop, thus reversing the relative polarity of the local current supplied to block BC. Relay is also de-energized and track circuit current is supplied to the rails of thesection NC by the transformer Z whose winding 39 is now a primary and whose winding 38 is now a secondary. The winding sections 40 and 39 of transformer Z now function as a secondary and the voltage induced in them bythe current in the primary winding 38 serves to energize relay Q through the front contact of relay M. Hence a train may proceed from B to NJ only at speeds below 35 miles per hour, but as soon as the train passes transformer ZN the track circuit current is shunted by the wheels and axles of the train and the train is restricted to slow speed. At the same time the shunting of track circuit current tie-energizes the relay Q and a consequent interruption of track circuit current to section BN results. The relay M' operates as before to-prevent energization of the track transformer m the event of failure in the supply of normal'local current.

Fig. 4 shows exactly the same appartaus as shown in F 3 with the exception that the repeater relay V has been omitted and its functions are now performed by the track relay Y of the block to the right of C. In all other particulars the operation is identi- It should be pointed out that the arrangements of apparatus shown in Figs. 3 and 4 effect a reduction in the number of line wires required between points N and C over the arrangements illustrated in Figs. 1 and 2. Figs. 3 and i also eliminate the use of signal circuit controllers. I

Although I have herein shown and de scribed only a few forms of railway traiiie ccntrolling apparatus embodying my invenon, it is understood that various changes and modifications may bet, ads. therein withill) in the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: 1

1. In combination, a block of railway track having a rear and a forward section, means for supplying local current to at least one rail of said block, means for connecting a source of track circuit current across the rails at one end or the other of the forward section according to trallic conditions in advance of the block, and means dependent upon the presence of track circuit current in the rails of the forward section for connecting a source of track circuit current across the rails of the rear section.

2. In combination, a block of railway track having a rear and a forward section, means for supplying to the two rails of said block in multiple a local alternating current of one instantaneous relative polarity or the other according to tratlic conditions in advance of the block, means for connecting a source of track circuit current across the rails at one end or the other of the forward section according to traffic conditions in advance of the block, and means dependent upon the presence of track circuit current in the rails of the forward section for connecting a source of track circuit current across the rails of the rear section.

3. In combination, a block of railway track having a rear and a forward section, means for supplying track circuit current to one end or the other of the forward section according to traffic conditions in advance of the block, and means dependent upon the presence of track circuit current in the rails of the forward section for supplying track circuit current to the rails of said rear section.

l. In combination, a block of railway track having a rear and a forward section, a source of track circuit current and a track relay for the forward section; means controlled by traffic conditions in advance of said block for connecting the source with the exit end of the section and the relay with the entrance end or the source with the entrance end and the relay with the exit end; and means controlled by said relay for supplying track circuit current to the rails of the rear section.

5. In combination, a block of railway track having a rear and a forward section, a source of track circuit current and a track relay for the forward section; means controlled by traffic conditions in advance of said block for connecting the source with the exit end of the section and the relay with the entrance end, or the source with the entrance end and the relav with the exit end; means for supplying local current to the two rails of said block in multiple,

and means controlled by said relay for supplying track circuit current to the rails of the rear section.

6. In combination, a block of railway track having a rear and a forward section, a transforn'ier at each end of said forward section having one winding connected across the track rails, a track relay for said forward section; means controlled by trafiic conditions in advance of said block for connecting a source of current with the other winding of the transformer at the exit end and said relay with the other winding of the transformer at the entrance end, or a source of current with the said other winding of the transformer at the entrance end and the relay with the said other winding of the transformer at the exit end; means controlled by said track relay for supplying track circuit current to the rear section of said block, and means for supplying local current to the two rails of the block in multiple.

7. In combination, a railway track, means for su plying local current to the two rails of said track in multiple and means dependent upon the presence of said local current for supplying track circuit current to said track rails.

d. In combination, a railway track, means for supplying local current to the two rails of said track in multiple, and means depend ent upon the presence of said local current for connecting a source of track circuit current across the rails of said track.

9. In combination, a railway track, a local circuit including the two rails ofsaid track in multiple and a source of current, and means controlled by said circuit for connecting a source of track circuit current across the rails of said track.

10. In combination, a railway track, a

local circuit including the two rails of said track in multiple and a source of current, a relay having a winding included in said circuit, and means controlled by said relay for connecting a source of track circuit current across the rails of said track.

11. In combination, a section of railway track, a local circuit including the two rails of said section in multiple and a source of current, a track circuit for said section including the two rails in series and a source of current, and a relay responding to failure of current in one of said circuits for discontinuing the supply of current to the other circuit. A

12. In combination, a railway track, a local circuit including the two rails of said track in multiple and a source of current, a track circuit for said track including the two rails in series and a source of current, and means responding to failure of current in the local circuit for discontinuing the supply of current to the track circuit.

13. In combination, a section of railway track, two train controlling circuits including the rails of said section, and a relay responding to the failure of current in one of said circuits for discontinuing the supply of current to the other circuit. 7

let. In combination, a section of railway track, two train controlling circuits for said section and located in the trackway, and a relay responding to the failure of current in one of said circuits for discontinuing the supply of current to the other circuit.

15. In combination, a block of railway track having a forward and a rear section, a local circuit for said block including the two track rails in multiple and a source of current, means for supplying track circuit current to one end or the other of said forward section according to traffic conditions in advance of the block, means for controlling the supply of said track circuit current by said local circuit, and means for supplying track circuit current to the rear section of said block.

16. In combination, a block of railway track having a forward and a rear section, a local circuit for said block including the two track rails in multiple and a source of current, means for supplying track circuit current to one end orthe other of said forward section according to traflic conditions in advance of the block, a relay included in said local circuit for controlling said-supply of track circuit current, and means for supplying track circuit current to the rear sec tion of said block.

17. In combination, a block of railway 7 track having a forward and a rear section,

a local circuit for said block including the two track rails in multiple and a source of current, means for supplying track circuit current to one end or the other of said forward section according to traffic conditions in advance of the block, means for controlling the supply of said track circuit current by said local circuit, and means dependent upon the presence of track circuit current in *n'ieans for dividing each block into a rear and a forward section, means for each forward section controlled by traffic conditions in advance of the section for supplying track circuit current to the track rails at one end Or the other of the section, means for supplying track circuit current to the rails of each rear section, and a local train controlling circuit for each block including at least one track rail of the block.

19. In combination, an electric railway comprising at least two tracks each divided into blocks, bonds for conducting propulsion current from block to block of each track and from each track to the other,-

means for dividing each block into a rear and a forward section, means for each forward section controlled by traflic conditions in advance of the section for supplying track circuit current to the track rails at one end or the other of the section, means for sup- 

